Internal combustion engine



July7, 1942. v KAREY 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 sheets-sheet 1 INVENTOR. BY 'Qomumo KQREY ATTORNEY.

July 7, 1942. R. KAREY 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 2 INVENTOR. BY TQOMUALD Kn rzzv [6M ATTORNEY.

July 7, 1942. R. KAREY INTERNAL COMBUSTION ENGINE l3 Sheeis-Sheet 5 Filed April 11, 1939 INVENTOR. Qomumo KQQEY ATTORNEY.

July 7, 1942. .R. KAREY INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 4 INVEN TOR.

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y 1942- R. KAREY I 2,289,124

INTERNAL couausmon ENGINE Filed April '11, 19:?9 13 Sheets-Sheet 5 5 INVENTOR.

BY TQQMUQLD KQQEY 124,400? WA A TTORN E Y.

y 1942- R. KAREY 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 6 Q I] I H I" o I 6Q fl 0 3 I INVENTOR. I 'QOMUGLD Karaav ffl ATTORNEY.

July 7, 1942. R. KAREY I 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1959 13 Sheets$he'et 7 BY 'QOMUQLD KQQEY DFALAW M ATTORNEY.

July 7, 1942. R. KAREY INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 8 VMQ INVENTOR. 'Qomuaw KQQEY TTORLIE Y.

July 7, 1942. R. KAREY INTERNAL COMBUSTION ENGINE l3 Sheets-Sheet 9 Filed April 11, 1958 INVENTOR. BY RoMum-p KQQEY j ATTORNEY. v

y 1942. R. KAREY 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 10 I NV EN TOR.

BY QOMUQLD KQQEY ATTORNEY.

y 1942. R. KAREY 2,289,124

INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 12 222 \w/fi BY Eomumo' KQQEY A TTORNEY.

July 7, 1942.

R. KAREY INTERNAL COMBUSTION ENGINE Filed April 11, 1939 13 Sheets-Sheet 13 w 4 x w a m 1 ATTORNEY.

420MUQLD KQIZEY Patented July 7, 1942 INTERNAL COMBUSTION ENGINE Bomuaid Karey, Hollis, N. Y., minor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application April 11,1939, Serial No. 267,218

@laims.

This invention relates to internal combustion engines, and more particularly to novel internal combustion engines embodying a supercharged uniflow scaven engine proportioned to develop maximum power per unit weight.

An object of the invention is to increase the emciency of the power plantof an outboard motor by increasing the specific power output per a uuifiow scavenging engine having a novel by-' pass interconnecting the parallel cylinders in such it manner that the bypass is partially obstructed by the pistons when. they approach the top desd cent position,

Another oh is to provide a novel supercharger and mechanism therefor to supply the engine o combustible mixture under pressure.

Yet other objeos ore to reduce fuel consumption of present relatively inefificient two-cycle outboard engines; to lower operating costs oi marine croft by improving etficiency resulting in greater power output with less weight and lower rate of fuel consumption.

A further object is to provide an improved oil circulating and cooling system for the engine and supercharger, thereby increasing the useful life of marine engines.

Another object is to increase boat speed with an engine having relatively small piston displacement of higher power output and lower weight than engines of this type have possessed heretofore.

Other objects and desirable features of this invention relate to the provision of an improved single lever control mechanism to actuate the throttle and spark control mechanism of the engine; an improved priming control mechanism; a novel swash-plate supercharger and drive, and

- on improved sealing mechanism therefor.

Figure 2 is a sectional view of the power unit of Figure 1; I

Figure 3 is a view taken substantially on the line 3-3 of Figure 2;

Figure 4 is a view taken substantially on the line t--@ f';-

Figure 5 is e view token substantially on the line 5-5 of Figure Figure 6 is u view token substantially on the line t-ti of Figure 5;

Figure 7 is e view taken substantially on the line i--i of Figure 2;

Figure 3 is e view taken substantially on the line %3 of Figure t;

Figure 9 is an enlarged sectionel view showing the supercharger of Figure 2;

Figure 10 is an enlarged sectional view showing a modified form of sealing mechanism for the swash-plots member of Figure 9;

ii is u view similar to Figure 10 showing a further modified form of sealing mechanism;

Figure 12 is another View, also similar to Figure 1o, showing u still further modified form of sealing mechanism;

Figure 13 is a sectional view of a portion of Figure 1 showing the oil reservoir Figure 14 is a sectional view taken substantially on the line i i-i i of Figure 13;

Figure 15 is'u sectional view taken substantially on the line iE-IS of Figure 14;

Figure 16 is a, fraentary view in section of the crankcase pressure reliei valve;

Figure 1'? is a sectional view'similar to a portion of Figure 2 showing the exhaust and water outlet systems;

Figure 18 is a part sectional view taken substantially on the line 88-? of Figure 17;

Figure 19 is a sectional view taken substantially on the line 39-!9 of Figure 17;

Figure 20 is a sectional view of the lower unit of Figure 1;

Figure 21 is a sectional view taken tially on the line 2i--2i of Figure 20;

Figure 22 is a sectional view taken tially on the line 22-22 of Figure 21;

Figure 23 is a perspective view of the driving substansubstanelement of the pump shown in Figures 21 and 22;-

Figure 24 is a sectional view of the inlet to the water pump shown in Figure 21;

Figure 25 is a sectional view taken substantially on the line 25-25 01 Figure 20;

Figure 26 is an enlarged sectional view of a portion of Figure 20;

Figure 27 is an enlarged side elevation, partly in section, of the boat attaching bracket shown on Figure 1;

Figure 28 is a view, partly in section, taken substantially on the line 28-28 of Figure 27;

Figure 29 is a sectional view taken substantially on the line 28-28 of Figure 2'7; and

Figure 30 is a part sectional view taken substantially on the line 88-88 of Figure 27.

Referring more particularly to Figure 1, it will be observed that the outboardmotor includes a power head ll, having an internal combustion engine l2 which receives a combustible mixture from a supercharger I 4. A fuel tank i8 is Dositioned to surround the supercharger I4, a magneto l8, and other elements of the engine structure. A rope starter rewind mechanism may if desired be housed within a cover plate 28.

Intermediate and lower units 22 and 24 respectively are carried by the power head ill to transmit power from the engine II to a propeller 24 to drive a boat to which the motor is attached by means of a boat engaging bracket 28.

Referring now to Figures 2 and 4, it will be observed that the engine I2 is housed within three casings-a crank shaft casing 88 having a bracket receiving boss 82; an engine cylinder housing 84, and a cylinder head casing 88. These three casing members may be formed of any suitable material, such as cast aluminum or any suitable die-cast alloy. If desired, reinforcing members may be provided in these castings, or they may be formed of cast iron. The engine is preferably of the uniflow scavenging type wherein parallel interconnected cylinders 88 and 40 are provided. Another similar pair of parallel interconnected cylinders 42 and 44 are positioned beneath the cylinders 88 and 48. Each pair of vertically spaced cylinders is provided with a spark plug 48 and 48. The cylinders 88, 48, 42 and 44 may be provided with liners 89, 4|, 48 and 45 of suitable material in the form of inserts to provide a suitable surface to receive pistons 58, 52, 54 and 58 slidably mounted therein.

A crankshaft 58 is mounted in the crankshaft casing 88, and is preferably provided with three main bearings 68. The crank shaft 58 is provided with oppositely disposed crank arms 82 and 84, and balancing lobes 88 and 88 to balance the unit. The pistons 52 and 58, and 58 and 54 are connected to the crank arms 82 and 84 respectively of the crankshaft 58 by means of master and articulated rods I8 and I2 respectively. The main bearings 88, and the connecting rod bearings between the master rods 18 and the crank arms 82 and 84 of the crankshaft 58 may be formed with suitable bearing surfaces, such as Babbitt inserts.

The liners 88 and 48 of the cylinders 88 and 42 may be provided with inlet ports I4 and I8 respectively, and the liners 4| and 45 of the cylin- 6 ders 48 and-44 may be provided with exhaust ports I8 and 88 respectively. The inlet ports I4 and I8 communicate with a passageway 82 (Figure 7) leading to the supercharger I4. A baflle 84 serves to distribute the charge of combustible mixture from the passageway 82 to the inlet ports 14 or I8 of the intake cylinders 88 and 42. The exhaust ports I8 and 88 of the cylinders 48 and 44 communicate with an expansion chamber 88 which leads to a downwardly directed exhaust passageway 88 which discharges the exhaust gases beneath the surface of the water and to the rear of an anti-cavitation plate 88.

Referring to Figures 4, 5 and 8, it will be observed that the cylinders 88 and 48 are interconmay be slotted as at 82.

nected at their outer endsor at the combustion chamber end. In order to permit sufllcient area for the gases to flow freely from the inlet to the exhaust cylinder, without providing undesirable clearance above the tops of the pistons which would reduce the compression ratio by an undesirable amount, the wall between these cylinders The slot 82 permits rapid flow of gases from the inlet to the exhaust cylinders and when the pistons are at the top dead-center the area of the slot 82 is so small as not to decrease the compression ratio undesirably.

The pistons in the exhaust cylinders 48 and 44 are connected by the master connecting rods I8 to the crank shaft 58. The master connecting rods describe a circular path which moves the exhaust pistons in proportion to the movement of the crank shaft. The pistons in the inlet cylinders 38 and 42 are connected by the articulated rods I2 to arms 84 carried by the master rods I8 connected to the crank shaft 58. The articulated rods 12 therefore describe an elliptical path which moves the inlet pistons at varying speeds in the inlet cylinders as the crank shaft rotates. This varying movement of the pistons which control the inlet and exhaust ports may be varied to give the desired results by increasing or decreasing the length of the arms 84 carried by the master rods I0. It has been found that one desirable arrangement is effected when the linkage is proportioned in such a manner that the exhaust ports open approximately 25 before the inlet ports open, and close before the inlet ports close by approximately 15 or 20.

In the operation of this engine, as the crankshaft 58 rotates in the clockwise direction as viewed in Figure 4, the piston 52 carried by the master rod I0, uncovers the exhaust ports 18 to exhaust the products of combustion. Since the exhaust ports I8 are located substantially around the full circumference of the cylinder 40, the exhaust gases are rapidly released from the cylinder, whereupon the exhaust cylinder pressure drops abruptly.

The piston uncovers the inlet ports 14 after the exhaust ports I8 are open for approximately 25. When the inlet ports I4 open the exhaust gas pressure has dropped to practically atmospheric pressure and will therefore offer practically no resistance to the admission of the combustible charge of fuel and air through the inlet ports 14. The combustible charge is formed in the carburetor I and is supplied by the supercharger I4 to the cylinders 88 through the passageway 82. In view of the fact that the inlet ports I4 are located substantially around the full circumference of the cylinder 88, the fresh charge will expel the remaining exhaust gases from the. cylinders 38 and 48 thereby eflecting complete and thorough scavening of both cylinders. This scavenging process is further improved by the characteristic absence of commingling of the fresh charge with the exhaust gases as it will be seen that as the fresh charge enters around nearly the entire circumference of the cylinders a solid column of gases will be formed which will push the inert exhaust gases ahead on the full length of the U-shaped cylinder volume.

- As the cycle continues, the piston 52 will close the exhaust ports 40 while the inlet ports I4 are still open, thus permitting a supercharging effect since the cylinders will be filled with a fresh charge of fuel and air at the mean supercharger pressure, which is of course considerably above atmospheric pressure. The inlet ports I4 are closed approximately 20 after the exhaust ports I8 are closed by the piston 52.

As the cycle continues the charge is compressed in the outer end of the cylinders, bypassing over the top of the cylinder wall and through the slot 92. When the pistons approach the top deadcenter position, the charge is ignited by the spark plug which initiates the'explosive charge on the pistons which are thereby driven toward the bottom of the cylinders, thereby exerting a force on the crank shaft 58 to rotate it. When the charge has been burned to a desired degree, the piston 52 uncovers the exhaust ports I8 to permit the escape of the products of combustion to the expansion chamber 86 and to the downwardly directed exhaust passageway 88 which discharges the exhaust gases beneath the water level and behind the anti-cavitation plate 80.

It will be noted that the cylinders 42 and 44 are positioned beneath the cylinders 38 and 40 and operate in the same manner as discussed above; however, the cylinders 42 and 44 will be displaced 180 therefrom whereby when one group of pistons are at top dead-center the other group is at bottom dead-center.

The upper end of the crank shaft 58 is provided with a flange I which carries a flywheel I02 suitably connected thereto in any desired manner as by rivets. which may preferably be of the swash-plate type is positioned above the engine per se.

A plurality of driving pins I04 positioned in the flange I00 receive a flanged member I06 to drive the crank shaft I08 of the supercharger. Resilient bushings IIO are interposed in apertures in the flanged member I06 and'surround the driving pins I04 to cushion vibration and absorb any surge action which might develop during the operation of the supercharger. The lower end of the supercharger crank shaft I08 rests upon an apertured resilient member II2 carried by the upper end of the crankshaft 58. The member I I2 serves as a seal or gasket, sealing the lubricating oil pressure hole or line against leakage loss.

The body of the supercharger is formed by lower and upper diverging walls I20 and I22 separated at the outer edge by an annular spacer member I24 having heat dissipating flanges I26 formed thereon. The lower wall I20 is fixed to the upper end of the engine cylinder housing 34. A gear member I28 having bevelled gears I30 is fixed to the lower wall I20 of the supercharger by any desired means such as the screws I32.

The crank shaft I08 of the supercharger is provided with an offset crank I34 and is journalled at the lower end in needle bearings I36 and at the upper end in ball bearings I38 (Figure 2) to prevent vertical movement of the shaft I08. The bearings I38 are secured by means of a cap I40 to the upper wall I22 of the supercharger.

The oifset rotatable crank I34 carries a swashplate type supercharger. The plate I42 is mounted in a spherical ball member I44 angularly interposed between the central portions of the lower and upper diverging walls I20 and I22. Sealing means such, for example, as the conical shaped members I46, are interposed between the spherical member I44 and the members I20 and I22.

The plate' I42 and the member I44 are fixed The supercharger I4- to a flat gear member I48 having bevelled gear teeth I50 adapted to mesh with the gear teeth I30 01' the gear member I28 to restrain the plate I42 from rotation with the shaft I68. The plate assembly is carried on a bearing I52 interposed between it and the offset crank- I34 of the shaft I08. The bearing assembly is held in place by means of a threaded cap member I55.

The plate I42 is slotted radially at one point to receive an upstanding partition member I56 extending between the lower and upper diverging walls I20 and I22 respectively, to divide the chamber between the walls I20 and I22 into inlet and outlet passages positioned adjacent and on opposite sides of the partition member I56.

Yielding means such as a spring I58 are em- I ployed to urge the partition member I56 into engagement with the spherical member I44.

In the operation of this device a combustible charge of fuel and air is supplied by a carburetor I60 to the intake side of the supercharger under the influence of the suction created therein. As the crank shaft I08 of the supercharger I4 rotates, the offset crank I34 imparts an oscillatory or rolling movement to the plate I'42 which moves between the walls I20 and I22, and the gears I30 and I50 hold the plate from rotation. A- combustible charge of fuel and air is therefore drawn into the supercharger from the carburetor, and is compressed by the plate I42 and discharged through the passageway 32 to the inlet ports I4 and I6 of the intake cylinders 38 and 42.

It will be noted that the supercharger is douhis acting in that a charge is drawn into it and compressed on opposite sides of the plate I42. The time of maximum pressure discharge from the supercharger may be timed with reference to the opening of the inlet ports I4 and I6 so that a suitable charge under maximum pressure is supplied to the intake cylinders while the inlet valves are open.

It will be observed that the seal I46 is formed with a plurality of annular grooves I64 between it and the vertically disposed wall of the member I22. These grooves serve to trap oil thereby forming a seal to prevent oil in excess quantities from reaching the .plate I42.

A modified sealing mechanism is illustrated in Figure 10 wherein an annular member I66 is provided with a plurality of annular grooves I68,

and a piece of neoprene or other resilient mav. iment of a sealing mechanism wherein a piece of neoprene or other suitable resilient material "4 is positioned to engage the spherical surface of the member I44 and yielding means I16 are employed to maintain theunit in the assembled relation.

The additional modified. embodiment illustrated in Figure 12 incorporates an annular member I18 having annular oil retaining grooves The carburetor I60 may be provided with a manually actuated choke valve I to supply an enriched mixture for starting purposes. Means of a manually actuated push button I82 to induce a flow of liquid fuel through a fuel conduit I84 to the intake cylinders 88 and 42 of the engine.

A magneto l8 may be provided to supply the necessary spark to ignite the compressed charge in the cylinders of the engine. The magneto may be positioned above the supercharger I4, the

supercharger shaft I88 being extended upwardly to accommodate it. The ma neto includes a rotor member I88 fixed to the shaft I88.. A plurality of magnets I88 are can-led by the rotor member I88 and are preferably positioned to rotate inside of a stator member 288. Associated with the stator member are a pair of coil and condenser members 282 and 204 respectively, operably connected to breaker points 288 positioned to be actuated by an eccentric 288 fixed tothe shaft I88.

The spark and the throttle of the carburetor may be controlled by a single lever 2i8 operably connected to a throttle actuating lever 2I2. When the lever 2I8 is in the position shown in Figure 3, the throttle of the carburetor is closed and the spark is in approximately the mid position. As the lever 2" is moved to the left (Figure 3) the spark is retarded, and the throttle remains closed. As this lever is moved to the right from the mid position, the spark is advanced and the throttle valve is progressively opened. A spring 2 carried by the member Ill engages an annular rack 2|! to hold the member 2" in any position to which it is moved.

The engine may be rotated to start it by means of a rope starting mechanism whereby one end of the rope is attached to a sheave or pulley 2| 5 and the rope H8 is wrapped around the sheave 2" to rotate the engine as the rope is withdrawn. If desired, a rope rewind mechanism and clutch mechanism 2|8 of a t-vpe similar to that disclosed in Patent No. 2,227,392 of Frank V. Kuzmitz, issued December 31, 1940, may be em loyed for this purpose.

Power from the engine l2 may be transmitted to the propeller 24 by means of a generally vertically disposed shaft 228 fixed to the crank shaft 58 of the engine and extending through the units 22 and 24, to drive a generally horizontally extending shaft 222 to which the propeller 25 is fixed.

The unit 22 through which the shaft 228 extends forms an oil reservoir 224. Means, such for example, as a gear pump, may be provided to supply oil, as a lubricant, to the engine I2 and to the supercharger l4. The upper end of the shaft 228 may be splined to receive the lower end of the crank shaft 58 and a gear 228 of the oil pump. The gear 228 meshes with an idler gear 228 mounted on a pin 288 in the unit 22. An inlet to the suction side of the oil pump is provided in the form of a downwardly directed duct 282 communicating with the bottom of the oil reservoir 224 by way of a screened inlet plug 284. The shaft 228 may be provided with an. oil seal at the base of the reservoir where it passes therethrough in order to prevent loss of lubricating oil at this point.

The pressure or discharge side of the pump communicates with a pressure relief valve 228 which may be in the form of an adjustable spring-pressed plunger wherein the spring is compressed to permit oil to return to the reservoir 224, by way of a duct 288 when the pressure developed by the pump exceeds a predetermined value. The discharge side of the pump also communicates with an oil delivery duct 248.

The duct 248 communicates with passageways 242 which transmit oil to lubricate the bearings of the main bearings 88 of the engine. The crank shaft 58 is provided with angularly disposed passageways 244 which transmit oil to lubricate the connecting rod bearings 18 and 12. A passageway 248 formed in the crank shaft 58 communicates through the apertured member 2 with a central aperture 248 in the supercharger shaft I 88 which transmits oil to lubricate the supercharger bearings I88, I52 and I28 and also the other moving parts of the supercharger including the member I44.

charger through orifices 258 and 252 to the engine crankcase, and from these back to the oil reservoir 224 through anopening 252.

The reservoir 224 may be filled with oil by removing a cap 254 from an oil tube 258 and pouring oil therein. The tube 255 communicates with the crankcase of the engine which in turn communicates'with the reservoir 224 through the opening 252. A pair of spaced plugs may be provided in the upper portion of the reservoir 224 to enable the operator to ascertain the level of the oil in the reservoir by removing the plugs.

A crankcase pressure relief valve 288 may be provided to allow excess pressure within the crankcase to be relieved. A riser 282 supports the pressure responsive valve 258 and is provided with a filter 284 to prevent the escape of oil from the crankcase.

The engine cylinders and expansion chamber may be cooled by circulating water through passages adjacent their walls. The water for coolingpurposes may preferably be supplied by a pump driven by the propeller shaft 222; however, if desired it may be driven by the shaft 228.

The water pumping structure preferably comprises two units surrounding the drive shaft, and each forming a part of the drive shaft housing; however, if desired a single piece may be employed. An annular member 218 surrounding the propeller shaft 222 supports a ball bearing race 212 which receives the propeller shaft 222. The member 218 is provided with an upstanding member 214 spaced a small distance from the rear face of the housing 24 and beneath the anti-cavitation plate. A water seal 218 may be carried by the member 218 to prevent water from entering the gear case of the unit 24.

An annular shaped member 288 having a pump housing member 282 surrounds the propeller shaft 222 and may be clamped to the member 218 and the lower end of the housing 24. The

member 288 is provided with an upstanding member 284 which underlies the anti-cavitation plate 88 and is shaped to cooperate with the body of the unit 24 and the member 214 to present a section which will not unnecessarily obstruct the flow of water thereover.

The member 214 is provided with an inlet passage 288 aligned with a similar inlet passage 288 formed in the member 284. A screen 288 is interposed between .the passages 288 and 288 to prevent dirt or any foreign particles from entering the pumping structure. The inlet passage 288 in the member 284 communicates by way of a passage is: with the inlet 294 (Figure V receives an annular pumping member 302 preferably formed of resilient material such for example as neoprene or other suitable resilient material. A reinforcing collar or insert 3l2 of steel or other stiff, springy material may be embedded in the resilient material of pumping member 302, to prevent undue distortion or injuries thereto while operating at high speeds. The pumping member 302 is slotted on one side as shown at 304 to receive a restraining vane 308 of an annular insert 308 formed of bronze or other suitable material; The vane 308 ccoperates with the pumping member 302 to separate the inlet 294 to the space within the insert 388 from an outlet 314 therefrom. The outlet 3 communicates with a pipe 316 projecting into the members 214 and 284.

The insert 303 is concentric with reference to the propeller shaft 222. The pumping member 302 is formed with a plurality of longitudinally extending slots 310 formed on its inner surface to permit water to flow through it from the outside to lubricate the eccentric driving member 300 to prevent the pumping member 302 locking therewith. A spring 318 yieldingly urges a plate 320 into engagement with the pumping member 302 and with the insert 308 to maintain the unit in the assembled relation.

In the operation of this pump water flows into the space between the member 210 and the housing 24, and also around the member 284 beneath the anti-cavitation plate 30 to the inlet passage 283' The water then flows through the screen 230, through the passage 292 to the inlet passage 284 to the pump.

The propeller shaft 222 rotates the eccentric driving member 300 which induces the pumping member 302 to move in the insert 308, pivoting about the restraining vane 306 to exert suction at the inlet port 294 and to exert pressure on the water to discharge it through the outlet port 3l4 as the pumping member 302 moves toward the outlet port.

, cylinder head section 36 of the engine. when the water reaches a predetermined level in the chambers 332, 334 and 338, it overflows an upstanding wall 338 positioned in the cylinder head, parallel to the axis of the cylinders. The water then flows through a downwardly directed passageway 340 in the head to an outlet passage 342 formed in the exhaust passage 88, and is discharged with the exhaust gases.

The steering of the boat is effected by turning the entire motor assembly about a generally vertically extending shaft 350 positioned ahead of and substantially parallel to the shaft 220. The

upper end of the shaft 350 is joumalled in a member 352 which carries a tiller or steering member 354. The member 352 may be attached to the crank shaft casing 30 of the motor assembly by means of bolts 356. Oppositely disposed resilient members 388 may be interposed between the bolts 388 and the member 382110 absorb vibration developed by the engine to prevent it from being transmitted to the tiller 384 and the boat.

The lower end of the shaft 380 may be received in an apertured boss 380 carried by the intermediate unit 22. A pair of oppositely disposed conical resilient members 382 may be interposed between the lower end of the shaft 888 and the boss 380 to absorb vibration and to prevent it from being transmitted to the boat and the tiller 384. The resistance to the steering operation may be varied by adjusting the nut 388 carried at the lower end of the shaft 380.

The intermediate section of the shaft 888 is provided with a tubular member 388 fixed thereto in any desired manner as by casting it on the shaft 380. The member 388 is provided with a generally vertically extending reinforcing web 310- and upper and lower generally horizontally extending reinforcing webs 312 and 814 respectively.

The upper reinforcing web 312 is provided with flattened surfaces 318 to receive bracket members 818 which engage the transom of a boat, and are provided with adiusting screws 380 to securely fasten the motor to the boat. The. brackets 318 are attached to the reinforcing web 312 of the member 888 by means of a bolt 382.

The lower ends of the bracket members 318 are provided with projecting arms 384 having centrally disposed slots 388 therein. A spacer block member 388 having a flattened surface 330 is positioned between the arms 384 and may be adjustably fixed at any point along the slots 388 by means of a bolt 383.

The lower reinforcing web 314 of the web 310 is formed with a flattened surface 332 adapted to engage the surface 330 of the block member 388 to transmit force from the motor to the boat. The block 388 may be moved to varying positions in the slot 388110 vary the angular relation between the bracket members 318 and the shaft 358 to accommodate the motorto use with boats having transoms set at varying angles.

While the invention has been described with particular reference to one desirable embodiment, it is not intended to limit the invention to the features illustrated and described, as many changes can be made therein, without departing from the spirit of the invention as defined by the following claims.

I claim:

1. In apparatus of the class described a two cycle uniflow scavenging engine having a crank shaft, parallel adiacent interconnected intake and exhaust cylinders having inlet and exhaust ports, pistons controlling said ports, a main connecting rod between the crank shaft and the piston in the exhaust cylinder, an articulated rod carried by the main connecting rod interconnecting the crank shaft with the piston in the intake cylinder in such a manner that the exhaust ports open before the inlet ports open and close before the inlet valve closes, the upper portion of the wall between the intake and exhaust cylinders being cut away adjacent the combustion chamber to increase the bypass area between the cylinders without materially reducing the compression ratio.

2. In apparatus of the class described, a uniflow scavenging engine, a supercharger therefor, and pumping means independent of said supercharger for introducing a fuel charge to said engine at a point intermediate the engine and supercharger.

8. The combination with a two cycle engine of a supercharger for said engine having an inlet port, a carburetor in communication with said port. a fuel pump, and means for placing said pump in communication with said engine at a point intermediate the supercharger and engine.

4. In apparatus of the class described, an engine having cylinders with inlet ports, a supercharger for the engine, means for drivably connecting the supercharger and engine, a carburetor for supp yin a combustible mixture of fuel and air to the supercharger, and priming means for the engine including means for injecting a fuel charge into said engine at a point intermediate the supercharger and engine and adjacent said ports.

5. In apparatus of the class described a twocycle engine, a carburetor for the engine, a supercharger placed between the carburetor and the combustion chamber of the engine, and a manually operable fuel injecting device for feeding fuel directly to the combustion chamber of the engine.

8. In a two cycle uniflow scavenging engine, an intake and exhaust cylinder, a parallel intake and exhaust cylinder interconnected thereto, a rotatable driving shaft having an angularly disposed crank, a supercharger swash plate operatively associated with said crank, a casing for said plate in communication with said engine,

gear means associated with the casing, cooperat-' ing gear means associated with the plate to pre-' vent the latter from rotating in response to shaft rotation, and a pumping member operatively connected to said engine, the periphery of said member constituting the effective pumping surface thereof for pumping a cooling fluid to said engine.

7. In a two-cycle uniflow scavenging engine having a crankshaft, two pairs of parallel adiacent interconnected intake and exhaust cylinders having inlet and exhaust ports, said cylinders being disposed on the same side of the crankshaft, pistons controlling said ports, main connecting rods between the crankshaft and the piston in each of the exhaust cylinders, and articulated rods carried by the main connecting rods interconnecting the crankshaft with the piston in each of the intake cylinders in such a manner that the exhaust ports open and close before the inlet ports, the upper portion of the wall between each pair of intake and exhaust cylinders being cut away adjacent the combustion chamber to increase the by-pass area 'between the cylinders without materially reducing the compression ratio.

8. In combination, a uniflow scavenging engine, a supercharger therefor, means for introducing a fuel charge to said engine at a point intermediate the engine and supercharger, and

means for supplying the supercharger with a combustible mixture.

9. The combination with an internal combustion engine, of a supercharger for said engine .having an inlet port, means for introducing a combustible mixture into said port, a fuel pump, and means for placing said pump in communication with said engine at a point intermediate the supercharger and engine.

10. In apparatus of the class described, a twocycle scavenging engine, a supercharger therefor, and a gear pump driven by said engine for supplying lubricating oil to said engine and said supercharger.

11. In apparatus of the class described, a motor, a crankshaft operatively connected to said motor and driven thereby, a pair of coaxial shafts connected to said crankshaft on opposite sides thereof, a supercharger for said motor driven by one of said shafts, and a pump driven by the other of said shafts, said pump being adapted to supply lubricating oil to said motor and said supercharger. I

12. In apparatus of the class described, a twocycle uniflow scavenging motor including a crankshaft, a pair of coaxial driving members connected to said crankshaft on opposite sides of said motor, a supercharger driven by one of said members, and a gear pump driven by the other of said members, said pump being adapted to supply lubricating oil to said motor.

13. In a two-cycle uniflow scavenging engine, an intake and exhaust cylinder, a parallel intake and exhaust cylinder interconnected thereto, a rotatable driving shaft having an angularly disposed crank, a supercharger swash-plate operatively associated with said crank, a casing for said plate in communication with said engine, gear means associated with the casing, cooperating gear means associated with the plate to prevent the latter from rotating in response to shaft rotation, and a pumping member operatively connected to said engine for pumping a cooling fluid to said engine.

14. In a two-cycle uniflow scavenging engine, parallel interconnected intake and exhaust cylinders, a rotatable driving shaft having an angularly disposed crank, a swash-plate supercharger operatlvely associated with said crank, a casing for said plate in communication with said engine, means for preventing said plate from rotating in response to shaft rotation. and a pumping member driven by said engine for pumping a cooling fluid to said engine.

15. In a two-cycle uniflow scavenging engine, parallel interconnected intake and exhaust cylinders, a rotatable driving shaft having an angularly disposed crank, a swash-plate supercharger operatively connected to said crank, and pumping means driven by said engine, said pumping means being adapted to pump a cooling fluid to said engine.

ROMUALD KAREY. 

